This document compares the aerodynamic characteristics of a supercritical airfoil (SC20410) to a conventional NACA airfoil (NACA0010) through computational fluid dynamics (CFD) simulations in ANSYS. The simulations analyze pressure and force distributions over the airfoils at Mach numbers from 0.65 to 0.95. The results show that the supercritical airfoil experiences lower drag coefficients and higher lift coefficients than the NACA airfoil as Mach number increases. Contour plots also demonstrate differences in static pressure and Mach number distributions between the two airfoil designs. In conclusion, the supercritical airfoil exhibits superior transonic aerodynamic performance compared to the conventional NACA airfoil design.

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FLOW BEHAIVIOUR OVER SUPERCRITICAL AEROFOIL RESPECTIVE TO
NACA AEROFOIL
Nagmani Mishra1, Er. Rahul Malik2, Er. Amol Kumar Singh3
1M.tech Student, P.M. Group of Institutions, DCRUST Murthal, Sonipat, Haryana
2Head of Department, Mechanical Engineering, P.M. Group of Institutions, DCRUST Murthal, Sonipat, Haryana
3Assistant professor, Mechanical Engineering Department, Sonipat, Haryana, India
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Abstract - In aviation dynamic developments are being done to enhancetheperformanceofaircraftwingdesignand
hence lift and drag characteristics. Fundamental objective of this research is to compare the aerodynamics
characteristics and demonstrating the superiority of supercritical aerofoil SC20410 over NACA0010 aerofoil and its
advantages over NACA. For this purpose distribution of pressure over the topsurfaceofsupercriticalaerofoilSC20410
and NACA0010 airfoil at different mach number has been analyzed with the help of ANSYS design modular. The
meshing is done by using ANSYS ICEM CFD, which is software pack used for CAD analysis and generation of mesh. The
meshed model is imported in ANSYS CFX. We will see inthis research howcoefficientofdragdecreaseandcoefficientof
lift increase as we increase the mach number for two different aerofoil NACA0010 and SC20410.
Key Words: Supercritical Aerofoil, NACA series, ANSYS ICEM CFD, Drag Divergence
1. INTRODUCTION
Historical background says that various developmentofairfoil developmenttook placetill now.Earlierwingdesigntestingwas
done with the help of wind tunnel testing methods but now days with advancement of computer technology the task has
become very easier than earlier one. Design of wing and its optimization is done in different CAD software package and their
analysis in some analytical software like ANSYS.Theaerodynamicscharacteristicsare obtainedveryaccuratelywiththehelp of
these CAD and CFD analysis. In current era of technology we have the most advanced aerodynamics in the field ofaeronautics.
Current days manufacturing companies are developing very high aerodynamics characteristics of aircraft like B787 Dream
liner wing tips design has highest possible efficiency in aerodynamics of aircraft. In the stepsofdevelopmenta numberofwing
design has been obtained in NACA series system. Supercritical aerofoil design and development is one of the currentlyusedin
aeronautical field. There are number of advantage of supercritical aerofoil over theconventional aerofoil.Thisresearchtheory
has shown the benefits of supercritical aerofoil with respect to conventional aerofoil.
NACA 4 digit aerofoil generator:
NACA ABXX, where
A – Maximum camber when divided by 100
B – Position of maximum camber divided by 10
XX – thickness divided by 100
Ex. NACA 1412,
A = 1, i.e. camber is 0.01 or 1% of chord
B = 4, i.e. position of camber is at 0.4 or 4% of chord
XX = 12, i.e. thickness of aerofoil is 0.12 of 12% of chord
The plot of above aerofoil data by the aerofoil tools is given below.

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Fig 1. Aerofoil Generator of NACA 4 Digit System
Supercritical Aerofoil:
A conventional aerofoil have some supersonic region over the surface as subsonic free stream mach number increase and
approach to transonic region. A plot of such type of aerofoil is shown below.
Fig 2.Aerofoil Generator of SC20410
LITERATURE SURVEY
A. A.B.M. Toufique Hasan, Md. Mahbub Alam(2013): This research article show the buffeting phenomena of supercritical
aerofoil when there is interaction between induced oscillatory shock waveandairflowboundarylayer. Theresultusedthe
help of RANS to verify the buffering in transonic region. Research computed the data at free stream mach number of 0.77
and varying the AOA from 20 to 70.
B. Ravikumar T, Dr. S B Prakash (2014) this study mainly focus on the flow separation over the supercritical airfoil withthe
variation of angle of attack. It uses the CFD simulation method for gaining the results at AOA varying from 00 to 22.50at
discrete values. It further estimate the maximum velocity, maximum pressure etc. with respect to change of AOA
C. Sonia Chalia (2016): This research work shows basically the comparison betweena conventional airfoil andsupercritical
aerofoil. Also show a number of benefits of evaluation of supercritical aerofoil respective to a common airfoil in NACA
series. It studies the flow separation, drag divergence about the airfoil shape and stalling criteria of wing.
D. Mohamed A. Fouad Kandil, Abdelrady Okasha Elnady (2017) this is another experiment on the behaviors of air flow and
its resulted characteristics over the airfoil. Which uses the ANSYS design modular for object orientation and CFD for the
analysis and to obtain all the aerodynamic coefficients

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E. Haci Sogukpinar (2018) In this research work the performanceofNACA0012wasdonewithdifferentmodificationonthe
airfoil to obtain a better perfoemance and found effective lift coefficient stall characteristics.Theresultwasexperimented
numerically by varying thickness of pressure type.
F. K.Soundarya (2018) The main objective of this project is to carry out design and analysis of various supercritical airfoils
with same cruising local velocity along with the study of aerodynamic characteristics such as drag co-efficient andcritical
Mach number. The objective is to improve the Mach number of a subsonic aircraft at transonic Mach speeds. The design
profile chosen is based upon existing airfoils used in Airbus A380-800.
G. Amol kumar singh, Vipin Kumar, Er Rahul Malik, Sanjay BhandarI (2018) analyzed the modal and theoretical
analysis of Aircraft Wing. Aero elastic phenomena arise when structural deformations induce changes on
aerodynamic forces. The additional aerodynamic forces from some sort of perturbation cause increase in the
structural deformations, which lead to greater aerodynamic forces. Aero elasticity is the sciencewhichstudies
the interaction among aerodynamics, inertia and elastic forces
DETAILED PROCEDURE
Here simulation setup design of airfoil is performed using ANSYS design modular by using the coordinates provided and
Meshing is done by using ANSYS ICEM CFD, which is very famous software pack that is utilized in CAD model analysis and
generation of meshes.
Fig 3. Zoom View of Meshed Model of SC20410 and NACA0010 Airfoil
The boundary condition is given as per the following table.
SolverType DensityBased
Time Transient
VelocityFormulation Absolute
2DSpace Planar
Multiphase Off
Energy On
Viscous StandardK-e,StandardWall Function
Fluid AirIdeal Gas
FluidDefinition Material Library
General
Models
Materials

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Numerical Calculation for NACA Aerofoil and Supercritical Aerofoil
Speed of Sound: a =
 = 1.4
R= 287 J/Kg-K
T= 300K
Mach Number M= Assumed near Transonic Region
Flow Speed V (m/s) = M * a
Gauge Pressure (Pa) = ½ * *V2
Drag Force (N) = Calculated from the simulation
Lift Force (N) = Calculated from the simulation
Coefficient of Drag (Cd) =
Coefficient of Lift (Cl) =
Tables obtained for NACA0010 and SC20410 are written two below respectively.
Speed Of Sound
(300K)
Mach No.
FlowSpeed
(m/s)
Gauge Pressure
(Pa)
Drag Force
(N)
Lift Force
(N)
Coefficient
Of Drag
Coefficient
Of Lift
347.20 0.65 225.68 31210.80 1309.00 23755.00 0.04 0.76
347.20 0.70 243.04 36197.14 2156.00 21252.00 0.06 0.59
347.20 0.80 277.76 47277.90 3403.00 31553.00 0.08 0.67
347.20 0.85 295.12 53372.32 4444.29 33428.00 0.10 0.63
347.20 0.90 312.48 59836.09 5922.00 30467.00 0.12 0.51
347.20 0.95 329.84 66669.22 7694.00 37685.00 0.14 0.57
Obtained Value of Forces for NACA0010 airfoil
Speed Of Sound
(300K)
Mach No.
FlowSpeed
(m/s)
Gauge
Pressure (Pa)
Drag Force
(N)
Lift Force
(N)
Coefficient
Of Drag
Coefficient
Of Lift
347.20 0.65 225.68 31210.80 1248.35 32746.34 0.04 1.05
347.20 0.70 243.04 36197.14 1809.74 37978.00 0.05 1.05
347.20 0.80 277.76 47277.90 3309.24 51314.00 0.07 1.09
347.20 0.85 295.12 53372.32 4269.51 51968.00 0.08 0.97
347.20 0.90 312.48 59836.09 5923.39 52502.00 0.10 0.88
347.20 0.95 329.84 66669.22 8999.76 51549.00 0.13 0.77
Obtained Value of Forces forSC20410 airfoil
Graphical representation of comparison between NACA0010 and SC20410 for coefficient of drag and with respect
to mach number is shown in following graph.

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Comparison between airfoils using static pressure contour plot - Analytic View of Static Pressure Variation @ M=0.8
for SC20410 and NACA0010 Airfoil is shown in following picture
Comparison between airfoils using static pressure contour plot - Analytic View of StaticPressureVariation @M=0.85
for SC20410 and NACA0010 Airfoil is shown in following picture
Comparison between airfoils using mach number contour plot - Variation of mach number @ M=0.8 for SC20410 and
NACA0010 Airfoil is shown in following picture.

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Comparison between airfoils using mach number contour plot - Variation of mach number @ M=0.85 forSC20410and
NACA0010 Airfoil is shown in following picture.
DISCUSSION & CONCLUSION
RESULT 1. STATIC PRESSURE
Local loss of static pressure on the top surface of supercritical aerofoil gradually varies with the mach numberand
covers whole of surface even at low transonic rangecomparativelytoNACAaerofoilthatisonefactorofgoodlifting
characteristics although at highertransonicregionthisresultisalmostsameforboththeairfoil.Simultaneouslythe
local static pressure at bottom surface becomes stronger with variation of mach number in transonic region for
supercritical airfoil comparatively NACA airfoil.
RESULT 2. MACH NUMBER
Mach number on the top surface of supercritical airfoil varies and covers the whole of surface as we tend to higher
transonic range. In the result we cansay that flow separationisdelayedandnormalshockalsodelayedataftsideof
supercritical airfoil while for the NACA airfoilflowseparationisveryearlyandnormalshockoccursataheadofmid
position. Because of whit comb design of supercritical airfoil local mach number at aft bottom is less than
conventional airfoil.

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RESULT 3. Drag Divergence Mach number
From the graph obtained between coefficient of drag and mach number shows that for supercritical airfoil
coefficient of drag is less than conventional drag. There is a effective gap between curve of supercritical airfoil and
conventional airfoil in the transonic range from mach 0.7 to 0.9. At higher mach means
WAVE DRAG
Wave drag becomes predominant for the conventional airfoil when the flow approaches the transonic region.
This dominant wave drag is delayed by using the supercritical airfoil, which reduces the considerable amount
of drag at speed near the transonic zone. Hence from the upper results we can conclude that in all respect
supercritical airfoil has greater aerodynamics efficiency than conventional airfoil.
REFERENCES
1. Amol kumar singh, Vipin Kumar, Er Rahul Malik, SanjayBhandari“DESIGNAIRCRAFTWING(NACASERIES)BY
USING ANSYS” International Journal of Application or Innovation in Engineering & Management (IJAIEM),
Volume 7, Issue 6, June 2018, ISSN 2319 -4847, PP 136-140.
2. R. T. Jones, ”Highlights From The History Of Airfoil Development”, (EAA 114934) Senior Staff Scientist Ames
Research Center, NASA Moffett Field, CA 94035
3. E.L. Houghton, P.W. Carpenter, “Aerodynamics for Engineering Students, Sixth Edition”,publishedby Elsevier,
Ltd, ISBN: 978-0-08-096632-8 (pbk.), pp 25-64
4. John D. Anderson, “Introduction To Flight”, Jr. Professor of Aerospace Engineering University of Maryland,
published by McGraw-Hill Series in Aeronautical and Aerospace Engineering, ISBN 0-07-001641-0
5. A.B.M. Toufique Hasan and Md. Mahbub Alam, “RANS computation of transonic buffet over a supercritical
airfoil” authors, Published by Elsevier ltd. 5th BSME International Conference on Thermal Engineering
6. Ravikumar T, Dr. S B Prakash, “Aerodynamic Analysis of Supercritical NACA Sc (2)-0714 Airfoil Using CFD”,
International Journal of Advanced Technology in Engineering and Science, Volume No.02, Issue No. 07, July
2014
7. K.Harish Kumar, “CFD ANALYSIS OF RAE 2822 SUPERCRITICAL AIRFOIL AT TRANSONIC MACH SPEEDS”,
International Journal of Research in Engineering and Technology, eISSN: 2319-1163, pISSN: 2321-7308
8. Sonia Chalia, “Offset of Shock Location inSupercritical Airfoils”, International Research Journal of Engineering
and Technology (IRJET), e-ISSN: 2395 -0056, p-ISSN: 2395-0072, Volume: 03 Issue: 06 | June-2016
9. Mohamed A. Fouad Kandil, Abdelrady Okasha Elnady, “Performance of GOE-387 Airfoil Using CFD”,
International Journal of Aerospace Sciences 2017, 5(1): 1-7, DOI: 10.5923/j.aerospace.20170501.01
10. Haci Sogukpinar, “The Effect of NACA0012 Airfoil Modification on Aerodynamic Performances,Improvements
and Obtaining HighLiftcoefficientandPostStallAirfoil”,PublishedbyAmericanInstituteofPhysics,Publishing.
978-0-7354-1627-7/$30.00,
11. K.Soundary, “Analysis of Supercritical Airfoil for Increasing Critical Mach Number for Subsonic Aircraft”, IOSR
Journal of Engineering (IOSRJEN), ISSN (e): 2250-3021, ISSN (p): 2278-8719, pp 01-05

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AUTHORS PROFILE
Nagmani Mishra completed B.E in Aeronautical from Aeronautical society of India in 2014 and
M.Tech in Mechanical Engineering from PM College of engineering affiliated to DCRUST
(Deenbandhu Chotu Ram University of Science andTechnology) University.Hehasalsoworkedin
the field of Aircraft Maintenance and has the Basic Licence to maintain the Aircraft, issued by
Director General of Civil Aviation, under MoCA. He has worked as a CAD software trainer in an
Aeronautical Institution.
Er. Rahul Malik completed B.Tech (Mechanical Engineering) from Maharshi Dayanand
University, Rohtak in 2008 and M.Tech. (Specialization: Design) from Deenbandhu Chotu Ram
University of Science andTechnology, Murthal Sonipat.in 2011. Currently working as an Head of
Department (Mechanical Engineering) with PM College of Engineering, Sonipat, Haryana
AmolKumarSimghcompletedB.EinAeronauticalfromAeronauticalsocietyofIndiain2015and
M.Tech in Mechanical from PM College of engineering affiliated to Deenbandhu Chotu Ram
University Of Science and Technology. He worked as assistant professor in PM College Of
Engineering. Till May 2019. His research work was Design of Aircraft Wing (NACA Series) By
Using ANSYS.